Railway draft rigging



i carry iron the more the latter 30 Patented June 30,1931 3 F CTVI'IICAGOLILLINO'IS, liconronncnionon DELAWAR q RAILWAY DRAFT 'meeme 7 application filedmecember', 192 m;mass ve. mama" member 2 ,1929.

. This invention relates to railway draft riggingsr improvements i n In the operation, of railway cars-,- and more particularly freightfcarafl a constant,

5 source of troub-leheretofore has been dueto the inability to maintain the, standard coupie-rs in their 5 proper horizontal condition or alignment with the deck absorbing device, Heretof-ore it has been the common practice f 10 to key the coupler to the yokesor link at points inwardly of the end rsill or buffer block, and substantially the entire support for the co 'ipler has been derived from the V usu alr "carry iron located outwardly of the key connection. jThe, standard couplers are extremely heavy and particularly the; conpler head or-free end thereof, jwiththe result that heretofore. the coupler, head has hada c0n-- stant tendency to 'fallprjdnoop', thirs de eostroying the: intended, -desirecl horizontal axial-alignment of thelc o tpler Shankend shook absorbing device, I

The disadvantage above, mentioned isl ac centuat'ed the longerthe ear is in service due -tothe repeatedxdraft d fi g movements in {the cou ling fr a nh Op r ion are'to provide .a draft rigging p-ression" stroke approximating double that ofthelpresentstandarddraft ri ging5 where djapte'd to he.

I of a train of cars: The ovei ba l-anced coupler head continually tendsto destroy th'ensual is distorted I and permits the outer' end of; the couplento 1 saggthergreater the other injuries whichwill necessarily follow-to the end osill structure of the carand to the-partsofthe draftriggingp due to the: application of eccentric loads; so; th-atthe coupling; of the cars together. and maintenance. of the coupled condition becomes extremely 'difiicultand' frequently im -possibl'e. y r Further, is. Well known tothose skil-led in the art, the normal-coupler ti a'velsis: approximately two and; three-fourths inches; At the present time, there is a: definite general tendency toinere'ase the coupler travel, particularly in loufi so that the overhan g of coupler headin normal full 'release condition of the riggingyand still more, in v'fu'll draft condition of the flparts is-matferially increased Witha corresponding,damaging efiectQ i I r i" One" obj ect of my invention is 'to provide simple and {relatively inexpensive means ton -linkftype. J p .l Another object of ny invention is to provide means for supporting the coupler in I such a manner as toprevent any tendency j- I i oi the coupler to pivot or fulcrum,; to th-ere 'by prevent drooping or falling "ofthe c0upler eaaa d hence to maintain the proper .tion, is,

' lowera shock -absor l k b i s wn fi' Pl l-p en hornet? And Figure 3is1 a, detailed sectionaii View A HARVEY amonnsiafiittr; ELI-in, lmrnorsgissxenoeao ivfnmn, mic; Q

so associating thecoupler and draft acting I means of the draft rigging that the cou- :plershank 'Willall times be maintained in proper axial alignment with theshoekgabl sorbing device in all possible pjositions fof the draftfrigging, from extreme draft to; ex M treme. compression, the present invention j bein gp-rimaril y concerned-With; draft -riggings en ploying yokefactingr-meansl ofthe c o .60,

position of the eoup-ler head for eftective couwith e i cemears; ,1

my "invention, is f to provide a" combined aligning) and draft acting means, such that the;'coupier'may@hef f readily inserted and removedvvithout taking a a down the: other parts. of the draft rigging and; Whiehcmeansill; have the advantages e0 1,, I mem vision forvv' rdly 0f thekey connectionffor sustainingthe couplenhead-in proper :esi-

m'ent of sorbing device; .ing the greater overhang of; the; couple-nineces sitated by the increased travel. j

In the drawings forming a part of w Q speoificatiom'Figure .1 is a vertieal}, longitur .dinal, sectional vieW of a {portion of a car showing my improvements connectiontherevvith the partsbeing in thepositiQflfiS-d H o sumed' in full release of the shockabsor-bing 7 L I I device. lii gure 2is; a horizontal ,seetionalview, corresponding substantiallyjto theisec I tion line 2 2 of Fi1re :1, the drawbarylfol I i and provided whereby the axial a= ign vthe coi lplershank and shock ale-1 I is maintained,inotvvithst'andcorresponding to the section line 33 of F igure 1.

In said drawings, 1O denote the usual center or draft sills of a railway car, preferably of channel section; 11, an angle end sill of the car; 12, end wall sheathing; 13, a floor plate or cover plate for the sills; and 1 1, a buffer block secured to the angle 11 and end sill member 15, the latter being secured to the center sills 10 by the tie plate 115.

In carrying out my invention, the draft sills 10 are provided with suitable slots to accommodate portions of two reinforcing or check plates 1616 secured to the outer sides of the sills. Each of said plates 16 is provided at the front end thereof with an elongated key-receiving opening 17 intermediate its ends with another elongated key-rcceiving opening 18; and at the rear with a third key receiving opening 19. The plates 16 are provided with flanges 117, 118, and 119, sur rounding each of the openings 17 18 and 19 respectively, portions of said flanges being extended through the corresponding slots in the draft sills as best indicated in Figure 2, it being apparent that said flanges provide larger bearing and wearing areas for the respective keys which are received therein.

In the draft rigging as shown, is included a standard coupler indicated broadly by the reference character A; a pair of links or side arms BB; a front follower C; a rear fol lower D; a friction shock absorbing mechanism indicated conventionally at E; a conpler key 20; a front follower key 21; arear follower key 22; and a fourth key 23, function of the latter being hereinafter described.

The front and rear followers 0 and D are supported by the keys 21 and 22, respective ly, which are passed through suitable slots in said followers and corresponding slots 121 and 122 in the links. To sustain the shock absorbing mechanism. E, a detachable saddle plate 24 may be employed, the same being detachably bolted to the draft sills and the front follower C may have bosses 25 projecting into the end wall of the friction shell casing to help support the latter.

The rear follower-supporting key 22 is normally disposed at the rear end of the slots 19. The front follower key 21 normally disposed at the forward ends of the slots 18; and the coupler connecting key 20, which extends through the coupler shank, is normally disposed intermediate the ends of the slots 1? and somewhat nearer the front ends thereof than the rear ends. The slots 121 in the links are so arranged as to permit the links to move forwardly a short distance relative to the key 21, and the slots 122 permit the links to move rearwardly with respect to the key 22, so that, in buff, load is not transmitted through the links to the key 21 and the links are free to move rearwardly independent of the key 22. In draft, the links are free to move forwardly a limited distance relative to the key 21, but move the rear key 22 forwardly in unison therewith. The slots in the links for the key 20 will be so disposed as to move the key 20 and links in unison when the coupler A is pulled outwardly under draft.

As will be evident from the drawings, the links B are confined practically to a straight line movement, but lateral play or angling of the coupler A is permitted with reference thereto, due to the slotted key connection between the coupler shank and links and the fact that the links are spaced apart a greater distance than the maximum width of the coupler shank, it being evident that the slot in the coupler shank is somewhat wider than the key 20, so as to permit lateral motion of the coupler with respect thereto. It will also be noted that the keys and slots are so arranged that the movement under bull is con-' siderably greater than that permitted under draft, the illustration indicating an arrangement wherein the buff movement may be approximately five inches and the draft about two or two and one-half inches.

In carrying out my invention, the links 13 are straight for the greater part of their length, that is, from points in line with the coupler key 20 to the rear end. Forwardly of the coupler key 20, each link 13 is provided with an extension 26, inclined downwardly and provided at the front end thereof with a key-receiving opening 27. The supporting key 23 is detachably received within the openings 27, the vertical height of the latter bein greater than the thickness of the key and or the turned ends thereof, so as to permit insertion or removal of the key 23 as indicated in Figure 3. Tl e extended portions 26 are of such length and the location of the key 23 is such that the key provides a support for the coupler shank at a point closely adjacent the coupler head, as clearly illustrated in Figure 1, and when the weight of the shank is on the key 23, the latter will be prevented from coml ing out laterally on account of the turned ends 123 thereof, shown in Figure 3.

In the arrangement which I have shown, it will be observed that no carry iron of usual character is employed or necessary, and preferably the draft sills will. be suitably cut away as indicated at 110, to accommodate movements of the key 23. l/Vith the parts in the normal or full release position as shown in the drawings, it will be observed that in all positions of the parts the coupler is sup ported closely adjacent the head thereof by the key 23 at a point forwardly of the coupler key 20, whereby the weight of the coupler head is overbalanced by the combined weight of the links rearwardly of the key 20 and the followers, and to some extent also by the shock absorbing device proper. I-lence, as the links are supported at three spaced points by the keys 20, 21 and '22, and the forwardly extended portions sustaining rig d wlth thelinks,

all tendency'of the coupler to drop or sag or fulcrum about the coupler key 20,is prevented and the coupler'head of the coupler'sh'ank is maintained in its proper horizontal position in axial alignment withthe followers and shock absorbing means. the coupler key 20- is relieved of the usual twisting or torsional, strain thereon sincethe coupler is supported the key 23. o

With my arrangement as shown and'described, it is evident that a-constant axial alignment of the coupler shank and shock absorbing device is at all times maintained in all operative positions, of "the parts whereby the construction is particularly adapted for draft riggings having long travel. It is manifest that the improvements which I have shown do not appreciably add'to the cost'of manufacture, v i

I have herein shown andfde scribed' what I now consider the preferred manner of carrying out my invention, but the same is by way of illustration only and not byway of limitation. All changes'andmodifications are con templated that come withinthe-scope of the claims appended hereto. I V g I claim: I 1. As an article of manufacture, a link for railway draft riggings, said link having a: key-receiving tion'having also a key-receivingopening so located that akey therein will be disposed on'the underside of the coupler'shank and closely adjacent the head of the coupler,

2. In a railway draft rigging,fthe'combination with draft sills havingslotted cheek the coupler shank are and the key 23vdirectly supports the coupler shank, it is evident that 1 Furthermore,

al gning. and draft forwardly thereof, y

opening forwardly of itscenter and providedwith-a portion project- I ing forwardly fromsaid opening, said por- .andj disposed beneath the shank of the coupler.

.4. In a railway draft rigging, t -he combi-I it I nationwith sills; of a coupler;a shockab-' sorbing device between said sills, having a compressionstroke in bufi',approximat1ng' double the compression stroke 10f present acting means on" said sills; and; combined meansconnected to the "standard draft gears; front and rear stopcoupler, said means including side arms op eratively'associated with said shock absorbing device, the coupler in maintain alignment offthe coupler.

said means being movablewith draft, and said arms having means thereon engageable' with the coupler 5 shank forwardly of the coupler connection to In a draft riggingfor railway cars, the

combination with acoupler, of yoke means v including; side arms having forwardly ex-v sidewalls andcoupler for connecting the latter'to theyoke means, saidside walls being extended forwardly of'said keyed 'connec-' 'tionyanda supporting member connecting I said'side walls and engaging underneathiand aslidably 'supportingfthe shank of the coui pler forwardly of the keyed connection thereof with the yoke.

,In witness that I claim the foregoing I havehereunto subscribed my name this 3rd day. of- December, 1927;? i

HARVEY J." LO UNSBURY.-

plates secured thereto; of a coupler; front 1 and rear followers adapted to receive a shock absorbing device therebetween; a pair of side links a coupler key connecting theshank ofthe coupler and'links and extended through forwardly of the coupler key connection, said means comprising a transversely extend-. i

ing key detachably connected to said links 3 some of e sof said plates; keyseX-H tended through said other slots of saidplates'; and means on' said links disposed key for sustaining the weight of the coupler. at a point forwardly of said coupler key. f

13. In a draft rigging for railway cars, the; combinationwith a 'couple'r;'ofyoke-acti ng I V,

to be connected to said coua pler by a coupler key, said links being extended forwardly of the coupler key connec links adapted tion; and means extending between saidvfor- 'wardly extended portionsof the links/for sustaining the shank Of the coupler at a point followers and links and forwardly of the coupler tending portions forming spacedwalls be I tween; which the shank of'the coupler is ac; commodatedya key extending through said 

